Internal combustion engine



Dec. 15, 1936. P. REIMHERR 2,064,082

I-NTERNAL COMBUS T ION ENGI NE Filed Oct. 9, 1955 2 Sheets-Sheet 1 //V VEN To@ Pff/LIP 'Ralf/W IERI-2 WMM Dec. 15, 1936. p RElMHERR 2,064,082

INTERNALA COMBUS T ION ENGINE Filed Oct. 9, 1933 2 Sheets-Sheet 2 f A 7' ra/PA/f ys Patented Dec. l 15, 1936 UNITED STATES PATENT OFFICE 2,064,082 INTERNAL CoMBUs'rIoN ENGmE Philip Reimherr, Troy, N. Y.

Application October 9, 1933, Serial No. 692,799

s claims. (ci. "12s-.10)

My invention more. particularly relates to an internal combustion engine of the two-cycle, radial, Diesel type. Each unit of the engine embodying my invention comprises a power cylinder and a compression or charging cylinder associated therewith which supplies at least one component of the fuel .charge to the power cylinder under pressure, and is characterized by the absence of valves and minor parts usually associated with an internal combustion engine, and by its simplicity and eiciency ofv operation.

One of the specific objects of my invention is the provision of an engine of the foregoing character in which the piston of the compression cylinder, as well as that of the power cylinder, is directly connected to and operated by the crank shaft.

A still further object is to provide a non-reversible internal combustion engine which is therefore among other important features admirably adapted for aircraft use.

A further object is to provide a Diesel engine of this type inwhich all pipes, tubes, and the like, ordinarily employed to convey fuel under high pressure to the combustion chamber are eliminated.

Another object is the provision of an engine of the foregoing character in which the power cylinder is provided with an exhaust port and with a charging port and the-pistons are connected to the crank shaft in such timed relation that the exhaust port is closed by the power piston immediately preceding the opening of the charging port the bottom of which is preferably at or near the same elevation as the top ofl the exhaust port.

Another object is to provide a radial, two-cycle, Diesel type of engine which will operate either on injected or carbureted fuel and in which it is necessary to regulate only one component of the fuel charge.

My invention, while not limited thereto, is particularly useful in high altitudes having a rareed atmosphere, and is, therefore, especially applica-x trating a single unit only, the unit comprising a power cylinder and a compression cylinder;

Fig. 3 is a longitudinal section through the power cylinder and illustrating the connections of both the power .piston and the compression pistion to a crank shaft, directly instead of through an intermediate member as in Figs. 1 and 2 in order to illustrate more clearly the relative displacement of the power piston and compression piston as angularly indicated on the crank circle;

Fig. 4 is a longitudinal section through the common wall between the compression cylinder and the power cylinder and illustrating the means, for charging the power cylinder with liquid fuel;

Fig. 5 is a perspective view of a device for regulating the amount of fuel charge supplied to the power cylinder;

Figs. 6, 7 8, and 9 are sectional views illustrating diagrammatically successive positions of the` power piston and the charging piston at different stages of one cycle of operation;

Fig. l0 is a fragmentary sectional view of the fuel pump and fuel control valves taken at right angles to Fig. 6; Vand a Fig. 11 is a fragmentary section illustrating the connection between the passage A25 and the power cylinder. Y

Like reference characters indicate like parts throughout the drawings.

Referring now to the drawings, I0 is a power cylinder and II a compression o r charging cylinder'located behind the power cylinder, both cylinders preferably being cast together as an integral unit and having a common wall I2 between them. The power cylinder is provided withxa piston I3 which, in thecaseof, a radial engine in discs 20, mounted on the crank 2I of the shaft I1, the parts and connections Abeing the same as or similar to those for the power cylinder. Crank 2l is angular-ly disposed to crank I6, as illustrated in Fig. 3. Assuming the motor to run in the direction of the arrow in Fig. 3, it will be apparentthat the crank 2| to which the compression piston is connected is somewhat more than 180 behind the crank d6 to which the power piston is connected. r1"'his angle of lag in excess of 180 depends on the relative elevation of the inlet and exhaust ports in the power cylinder, upon their height or depth, and upon the relative piston strokes, as will later appear.

The power cylinder III is provided with an exhaust port 22 and an inlet port 23, as best shown in Figs. 6, '1, 8 and 9, the bottom of the inlet port preferably being located at approximately the same level as the top of the exhaust port 22. The inlet port for the power cylinder also serves as an outlet port for the compression cylinder. The compression cylinder is provided with an inlet port 24 for admitting at least one component of the fuel charge thereto. In the case of the Diesel engine for which my invention is particularly well adapted and which is illustrated in the drawings, air alone may be admitted through the inlet port 24, or, in case the fuel is carbureted instead of injected, the entire fuel charge may be drawn through the inlet port 24. The inlet and outlet ports of the compression and the power cylinders are controlled by the pistons for said cylinders, the inlet port for the compression cylnder being controlled by the compression piston and the exhaust port for the power cylinder being controlled by the power piston while the common port between the two cylinders is under the joint control of both pistons.

In the embodiment of my invention illustrated, liquid fuel is injected into the power cylinder by the pump illustrated in Fig. 4. The common wall I2 between the compression cylinder and the power cylinder is provided with a passage 25, the lower portion of which is preferably enlarged as at 25|. A piston 26 is fitted in the enlarged portion 25| of the passage and the lower end thereof is provided with a member 21, which is urged downwardly by a spring 28 interposed between said member and the inner wall of a recess 29 formedin the lower portion of the common wall I2. The cylindrical member 21 is provided with a recess 21| forming a guide for a slidable member 36, the lower end of which carries a roller 3| which engages a cam 32 mounted on the crank shaft I1. A cushioning spring 33 is preferably interposed between the slidable member 30 and the inner end of the recess 21| in the cylindrical member 21 to prevent knocking and jarring of the parts.

An inlet 34 in the wall I2 communicates with a source of liquid fuel supply and with thepassage 25, a check valve 35 normally closing Ythe inlet opening and permitting the passage of fuel into' but not out of saidpassage. The liquid fuel portion of the charge is forced into the power cylinder. through a passage 36 leading to the power cylinder and connecting with the passage 25, a check valve 31 being'interposed between the supply passage 25 and the inlet passage 36 to permit the passage of fuel into but not out of the power cylinder. The port 23 for the air charge may extend a substantial distance around the cylinder and be sub-divided into ports 23| and 232, as indicated in Fig. 4, to prevent the piston rings from catching therein. 'I'he passage 25 is located between the two sections 23| and 232 of the port 23. In case the fuel is carbureted prior to its admission to the compression cylinder, it is understood of course that no liquid fuel will be introduced into the power cylinder through the fuel inlet opening 36. In such case, the fuel pump and its attendant valves and controls may be omitted.

Assuming that fuel has been drawn into the passage 25, thenwhen the cam surface 32| of the cam member 32 engages the roller 3|, the latter is forced upwardly as viewed in Fig. 4 thereby forcing the piston 26 upwardly. The

pressure created in the passage 25 closes the check valve 35 and opens the check valve 31 thereby forcing fluid fuel from the passage 25 past the check valve 31 and through the passage 36, leading to the power cylinder, it being understood that the fuel is sprayed into the cylinder. As the high point of the cam member 32 moves past the roller 3|, the spring 28 forces the cylindrical member 21 of the piston 26 which is attached thereto, downwardly as viewed in Fig. 4, thereby creating a vacuum in passage 25, closing the check valve 31, opening the checkl valve 35, and causing another charge of fuel to be introduced into the passage 25.

In Figs. 2 and 5, I have illustrated means for regulating the amount of fuel charge that is introduced into the power cylinder.

In the embodiment illustrated, a ratchet member 42 provided with teeth 43 corresponding in number to the number of cylinder units in the radial engine surrounds the crank shaft I1. An

operating member, indicated generally at 44, comprises a hub 45, mounted with a free t on the shaft I1 and secured to the ratchet member 42, and an operating arm 46. The end of the arm is preferably provided with a pin 41 on which may be mounted a roller which engages and is guided by a curved slot 48 formed in a xed member 49. The arm 46 may be manually operated by rod 5U, the lower end of which is bent as at 5| and engages the arm. The cylinder 21 which is attached to the piston 26 is provided with a lug or pawl 52 (see Fig. 2) which when depressed, rests upon one of the teeth 43 of the ratchet, it being understood that lugs or pawls similar to the lugs or pawls 52 and associated with the other power cylinders similarly engage the remaining ratchet teeth 43 of the member 42. By varying the position of the ratchet member 42 the stroke of the piston 26 is correspondingly varied and the amount of fluid fuel which is injected into the power cylinder is correspondingly varied.

The means which provide communication between the air inlet port 23 for the power cylinder and the compressionv space ofthe compression cylinder preferably comprises a port or passage 4| in the piston I8 which communicates with the side of the piston at the lower portion thereof and passes through the head of the compression piston. With the parts occupying the positions illustrated in Fig. 6, the power piston I3 is at or near the end of its compression stroke and covers both the inlet port 23 and the'exhaust port 22 and the air in the power cylinder is under high compression. It will be understood that the liquid fuel component of the fuel charge is injected into the cylinder I 0 at or near the maximum compression. The downward movement of the compression piston I8 has created a vacuum in the cylinder II and as the charging port 24 is now uncovered air rushes into the charging cylinder. When the power cylinder fires, the piston I3 moves downwardly to the position indicated in Fig. 7 thereby uncovering the exhaust port 22, and the simultaneousupward movement of the charging piston I8 covers both the inlet air port 23 to the power cylinder as well as the inlet port 24 of the charging cylinder. As the power piston moves upwardly to the position illustrated in Fig. 8, it covers the exhaust port, and at or about the time the upper end of the piston I3 reaches the upper level of the exhaust port, the port 4I of the compression piston is brought into registry with the air inlet port 23 for the power cylinder and air under compression in the compression cylinder is forced into the power cylinder. The angle of lag of over 180 degrees between the compression piston and the power piston causes the power piston I3 to cover the exhaust port 22 at the time that the compression piston I8 is at or near the end of its compression stroke. Then, as the power piston I 3 again moves upwardly the air therein which is already under compression is further compressed and a sulcient amount of air is supplied to the power cylinder to create perfect combustion notwithstanding the fact that the engine may be operating in rareed atmosphere.

While I have illustrated the compression cylinder as only slightly larger in diameter than the power cylinder and both pistons as having about the same stroke, it is to be understood that this is merely for the purpose of simplifying and condensing the illustration of my engine in principle. In practice, the piston displacement in the compression cylinder will be substantially greater than that in the power cylinder, otherwise the device will not function as intended.

Furthermore, while I have illustrated equal lengths of stroke for both compression and power pistbns, it is to be understood that the stroke of the compression piston need not necessarily be the same as that of the power piston. The volumetric capacity of a cylinder is a function 'of the diameter and length of stroke of its piston. Therefore, knowing the desired volumetric capacity of the compression cylinder, the most eilicient and practical stroke may be computed for an allowable cylinder diameter; obviously, the stroke as computed in this manner bears no direct relationship to the stroke of the power piston.

It will be noted that due to the relative cycles of operation of the compression and power pistons my engine can only operate to drive the crank shaft in one direction. This feature is very important in aircraft engine design inasmuch as a reversal, for example, of an engine employed as a means of propulsion in an aeroplane would rev sult in certain destruction to that aeroplane.

In Fig. 9 the power piston and the compression pistonare moved to intermediate positions, the power piston partially compressing the air in the power cylinder and covering the inlet port while the compression piston is moved downwardly to a point where its port 4I is removed from the air inlet port 23 of the power cylinder.

While I have described my invention in its preferred embodiment, it is to be understood that the words which I have used are words of description and not of limitation. Hence, changes within the purview of the appended claims may be made without departing from the true scope and spirit of my invention in its broader aspects.

What I claim is:

1. A two-cycle internal combustion'engine of the radial Diesel type comprising a power cylinder and its piston, a compression cylinder and its piston located beside said power cylinder, the displacement of said compression piston being substantially in excess of the power piston, means for supplying air to said compression cylinder means for forcing fuel into said power cylinder, a common crank shaft to which said pistons are connected, said power cylinder being provided with an air inlet port and an exhaust port, means providing communication between said inlet port and the compression space of said compression cylinder when the air therein is under compression, and'means for operating said pistons in such timed relation that said exhaust port is closed when said air is first introduced into said power cylinder.

said power cylinder being provided with an air inlet port and an exhaust port, means providing communication between said inlet port and the compression space of said compression cylinder when the air therein is under compression, means comprising a passage in the wall of the power cylinder and a piston fitted therein for forcing fuel into the power cylinder, and means for actu.'- ating said last mentioned piston.

3. A two-cycle internal combustion engine of the radial Diesel type comprising a power cylinder and its piston, a compression cylinder and its piston located beside said power cylinder, the displacement of said compression piston being substantially greater than that of the power piston, a common crank shaft to which said pistons are connected, means for supplying air 'to the compression space of said compression cylinder, said power cylinder being provided with an air inlet port and an exhaust port, means providing communication between said inlet port and the compression space of said compression cylinder when the air therein is under compression, means comprising a passage in the wall of the power cylinder and a piston fitted therein operable by said crank shaft for forcing fuel into the power cylinder, and 'means for operating the power piston and the compression piston in such timed relation that said exhaust portyis closed when air under compression is rst introduced into thel power cylinder.

4. A two-cycleL internal combustion engine of the radial Diesel type comprising a power cylinder and its piston, acompression cylinder and its piston located beside said power cylinder, the displacement of the compression piston being substantially in excess of that of the power piston, a common crank shaft to which said pistons are connected, means for supplying air to the compression cylinder, said power cylinder being provided with an air inlet port and an exhaust port, means providing communication between said inlet port and the compression space of said compression cylinder when the air therein is under compression, means comprising a pump in the wall of the power cylinder forforcing fuel into the power cylinder and means for adjusting the amount of fuel forced into said power cylinder.

5. A two-cycle internal combustion engine of the radial Diesel type comprising a power cylinder and its piston, a compression cylinder and its piston located beside said power cylinder, the displacement of said compression piston substantially exceeding that of the power piston, a common crank shaft to which said pistons are connected, means for supplying air t0 the COmpIeS- sion space of said compression cylinder, said power cylinder being provided with an air inlet port and an exhaust port, means providing communication between said inlet port and the compression space of said compression cylinder when the air therein is under compression, means comprising a passage in the wall of the power cylinder and a piston tted therein operable by said crank shaft for forcing fuel into the power cylinder, means for operating the power piston and the compression piston in such timed relation that said exhaust port is closed when the air is introduced into the power cylinder, and means for adjusting the stroke of the piston in said passage.

6. A two-cycle internal combustion engine of the radial Diesel type comprising a power cylinder and its piston, a compression cylinder and its piston located beside said power cylinder, the displacement of said compression piston substantially exceeding that of the power piston, a common crank shaft to which said pistons are connected, means for supplying air to the compression space of said compression cylinder, said power cylinder being provided with an air inlet port and an exhaust port, means providing communication between said inlet port and the compression space of said compression cylinder when the air therein is under compression, means comprising a passage in the wail of the power cylinderand a piston fitted therein operable by said crank shaft for forcing fuel into the power cylinder, means for operating the power piston and the compression piston in such timed relation that said exhaust port is closed when the air is introduced into the power cylinder, means for adjusting the stroke of the piston in said passage\ comprising a movable member connected to said last mentioned piston and a stop with which said movable member is engageable, and means whereby the position of said stop with respect to said movable' member may be adjusted.

PHILIP REIMHERR. 

